EP1812653B1 - Soft quay mooring system - Google Patents
Soft quay mooring system Download PDFInfo
- Publication number
- EP1812653B1 EP1812653B1 EP05851056A EP05851056A EP1812653B1 EP 1812653 B1 EP1812653 B1 EP 1812653B1 EP 05851056 A EP05851056 A EP 05851056A EP 05851056 A EP05851056 A EP 05851056A EP 1812653 B1 EP1812653 B1 EP 1812653B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vessel
- mooring
- quay
- mooring system
- processing unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
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Classifications
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02B—HYDRAULIC ENGINEERING
- E02B3/00—Engineering works in connection with control or use of streams, rivers, coasts, or other marine sites; Sealings or joints for engineering works in general
- E02B3/20—Equipment for shipping on coasts, in harbours or on other fixed marine structures, e.g. bollards
- E02B3/26—Fenders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
- B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
Definitions
- the invention relates to a side-by-side mooring system comprising a hydrocarbon storage and/or processing unit at a fixed offshore location and a vessel moored alongside the processing unit, the processing unit comprising a hull and in a front part and in la rear part of the unit a support structure along a side of the unit, projecting outboard from the hull, .at least one suspension member with one end attached to the support structure and with another end to a quay member suspended from the suspension member, the quay comprising a shock-absorber contacting the vessel.
- a mooring system in which a vessel is moored along a quay, pier or ship via weight-loaded fenders that are suspended from arms on the floating quay or vessel.
- the vessel is attached to the fenders via a cable extending substantially perpendicular to the tanker.
- the weight-loaded fenders provide a flexible mooring system which results in a sideways restoring force on the vessel upon mooring without forces on the fenders becoming prohibitively large.
- a disadvantage of the known system is that when used in an offshore environment, the mooring of the vessel to the floating quay or vessel will not be sufficiently rigid in a length direction to maintain proper alignment under prevailing sea states.
- cryogenic hydrocarbons such as LNG
- a sufficient mooring stability in the length direction of the vessel is required to allow uninterrupted and safe transfer of cryogenic fluids from the vessel to the storage and/or processing vessel.
- a mooring system for side-by-side mooring of a tanker to a storage vessel which accommodates the relative movements of the vessels in a rough sea.
- the vessels are moored one to the other via breast and spring anchor lines, and resilient buffers in the form of inflated tyres attached to outwardly projecting hydraulically damped arms.
- the vessels are in close proximity, such that in case a hazardous situation arises on one vessel this may endanger the adjacent vessel. Due to the vessels proximity, sudden sway or yaw movements may result in large forces acting on the fenders.
- the articulated arm construction is relatively complex and will be subject to intensive maintenance when used in a harsh offshore environment.
- a mooring system is characterised by the quay member comprising a mooring line attachment point, a cable extending from a mooring point on the front part of the vessel and on the rear part of the vessel respectively to a corresponding mooring line attachment point on the quay member, the mooring points on the vessel and the corresponding mooring line attachment points being spaced apart in a length direction of the vessels by a distance of at least 5 m, preferably at least 10 m.
- the vessel By mooring the vessel directly to the quay member in mooring positions that are situated at a longitudinal distance from the mooring positions on the quay member, the vessel is firmly attached to the quay member by breast and/or spring mooring lines in a length direction, at a relatively large separation from the processing and/or storage vessel, while having a relatively large degree of sideways (transverse) flexibility.
- the quay member itself can swing from the suspensions means and determines the longitudinal and transverse flexibility.
- the suspension means are steel wire cables or chains.
- pivoting rods, pivoting rigid constructions or combinations are possible as well.
- the breast and/or spring mooring lines can be steel wire cable, polyester or nylon cables, depending on the length and mooring forces to be taken, as long as a relative stiff connection between the quay member and the vessel is established.
- the support structure is comprised of at least one member in the front and at least one member in the rear part of the unit, which can move independently, resulting in a reduced torque on the quay members.
- the quay member can be formed by a single structure in the form of a space frame which can be provided with buoyancy, ballast tanks and/or with additional weights, providing a continuous support of the vessel along a major part of its length and providing a work space or access platform between the vessel and the unit.
- the quay member can be used as a support for rigid or flexible fluid transfer systems between the unit and the vessel.
- the vessel is, in addition to the mooring lines that are connected to the quay, also directly attached to the storage and/or processing unit via multiple mooring lines, at the bow and the stern of the vessel.
- multiple mooring lines which are preferably relatively flexible polyester or nylon lines, a transverse pre-tension in the direction of the storage and/or processing unit can be achieved.
- these mooring lines can, be attached to a constant tension device, such as a winch or hydraulic tensioner system, on the unit.
- Figure 1 shows a storage and/or processing unit 1, which can be an single point or spread moored FPSO (floating production storage and offloading), a Gravity Based Structure (GBS) which rests on the seabed, an LNG FSRU (floating storage and regasification unit), etc.
- the unit 1 shown in Figure 1 is moored to the seabed 2, for instance via a turret 3 and anchor lines 5.
- the unit 1 can weathervane around the .turret 3 in response to wind and current directions.
- the unit 1 can be anchored to the seabed via a spread mooring in a fixed or in a semi-weathervaning manner,
- a support arm 7 projects outwardly from the hull, for instance by a distance of 25 m.
- a suspension member 9 which preferable is a chain or cable (but which also could be rods, a pivoting structure, combined cable-rod structures, et.)
- quay 10 in the form of a space frame is suspended from the support arm 7.
- a shock absorber, such as an inflatable fender 11 is attached to the quay 10 and is situated between the quay 10 and the vessel 13, which can be a LNG shuttle carrier or a tanker which is moored alongside the unit 1 at a distance of between 10 and 50 m.
- the fender 11 comprises for instance a Yokohama floating fender of a length of 12 m and diameter of 4.5 m.
- a tensioning weight 15 is suspended from the quay 10.
- the weight 15 can be placed within the quay 10 or weight 15 or additional mass can be created with ballast tanks which are placed within the quay 10.
- the vessel 13 is moored to the quay 10 via mooring cables 16, which are connected to a mooring point 17 on the vessel 13, and to a mooring line attachment point 18 on the space frame 10.
- the mooring cables 16 firmly attach the vessel 13 to the quay 10, such that the fender 11 is compresses.
- the vessel 13 can drift with respect to the unit 1 in a sideways, transverse direction, for instance by 5 m around its equilibrium position, and in a length, or longitudinal direction, by the cable 9 being displaced out of its vertical plane.
- the tensioning weight 15 provides a restoring force which counteracts the drift of the quay 10 and moored vessel 13.
- the weighted quay 10 can, after the vessel 13 is detached from the quay 10 and hauling in of the mooring line 16, be stored in a rest position and for example be deballasted, pulled on board or alongside the unit 1 for storage or maintenance purposes, via rotation or the support structure 7, hauling in of the cables 9 and/or hauling in of the quay 10, for instance via a winch 19 and attaching the quay 10 to the deck of the vessel in a parking attachment point 20.
- the quay 10 is already placed outboard the unit 1 to it can function as buffer during the mooring procedure and collisions of the vessel 13 and the unit 1 are prevented.
- the quay 10 is suspended from a cable 9 and a triangular yoke 12 which together form a suspension member.
- the legs 8, 8' of the yoke 12 are coupled to the space frame 10 via a hinging connection 21, 21.
- the stiffness of the mooring system in the longitudinal direction is determined by the length of the cable 9 and the tension in the cable 9 created by the weight of the quay 10 and additional weights 15, the stiffness being at a maximum value when this length is zero and the yoke 12 is directly attached to the support arm 7.
- the stiffness in a sideway, transverse direction will be determined by the support height H of the yoke 12 and cable 9 in combination and the tension in the cable 9 created by the weight of the quay 10 and additional weights 15.
- multiple mooring lines 22 can be added which extend transversely to the length directions of the unit 1, and vessel 13 between a mooring point 24 on the vessel 13 and a mooring point 23 on the unit 1, which help to limit the relative yaw and sway of the vessel 13 with regard to the unit 1, Pretensioning of the mooring lines 22 creates a continuous transverse outward restoring force acting on the vessel 1 via the quay 10, which will further help to limit and control the relative yaw and sway movements of the vessel 13.
- the hydrocarbon storage and/or processing unit 1 can be provided with ballast tanks 23 at the opposite side of the quay 10.
- the unit 1 is in a front part 26 and in a rear part 25 provided with respective support arms 7,7' and triangular yokes 12, 12', carrying the space frame 10, which is partly situated below water level 27.
- Multiple support arms 7, 7' are also possible in the front part 26 and rear part 25, depending on the size and weight of quay 10.
- the mooring points 17, 17' near the bow and the stern on the vessel 13 connected to breast lines 16, 16' lie at a distance L1 of between 10 and 75 m from the mooring line attachment points 18, 18' on the space frame 10.
- the mooring points 29, 29' on the vessel 13 of the spring lines 28, 28' lie at a distance L2 of between 10 and 100 m from the mooring line attachment points 18, 18'on the space frame 10.
- mooring lines 22, 22' extend transversely to the length directions of the unit 1, and vessel 13 between mooring points 24, 24' on the vessel 13 and corresponding mooring point 23, 23' on the unit 1, which help to limit the relative yaw and sway of the vessel 13 with regard to the unit 1.
- Pretensioning of the mooring lines 22, 22' creates a continuous transverse outward restoring force acting on the vessel 1 via the quay 10, which will further help to limit and control the relative yaw and sway movements of the vessel 1.
- a fluid transfer system 31 extends between tanks on the vessel 13 to product piping on the storage and/or processing unit 1. Fluid transfer connections can be made with loadings arms or hoses which are bridging the distance between vessel 13 and unit 1 or which are (partly) supported by the quay 10.
- FIG. 6 shows an embodiment in which vessel 13 is a LNG shuttle tanker or carrier which is motored to unit 1 which is a FSRU via breast lines 16, 16'attached to quay 10 and via transverse mooring lines 22, 22' which extend from multiple attachment points 24, 24'on the vessel 13 to multiple attachment points 23, 23' on the unit 1.
- two quay members 10, 10' are provided, each connected to the vessel 13 via mooring lines 16, 30; 16', 30'.
- Vessel 13 is also direct attached to the unit 1 via multiple mooring lines 22, 22' at the bow and the stern of the vessel 13.
- the arms 7, 7' provide spaced-apart support positions along each quay 10, 10'.
- Figure 8 shows a single quay 10 attached to the vessel 13 via breast lines 16, 31; 16', 31'.
- Figure 9 shows a vessel 1 moored to a quay 10 suspended from a tower 50.
- the tower 50 may be supported on the sea bed, on a jetty or on shore.
- the tower 50 rests on the sea bed and comprises on each side 51, 51'a mooring quay 10, 10', a fender 11,11' and hydrocarbon transfer arm 52,52'.
- two towers 50, 50' are provided, on each side of which a vessel 55, 56 is moored. Front and rear breast lines are attached to separate mooring structures 53, 54. In this manner, continuous offloading can occur if the offloading of the vessels 55, 56 is carried out in a sequential manner.
- the front and rear breast lines extend substantially perpendicular to the longitudinal directions, such that a stable mooring is achieved.
- LIVG carriers can be moored the soft quay 10 according to the invention, and LNG can be directly offloaded to or loaded from shore, via cryogenic pipelines.
- Each tower 50, 50' can be provided with LNG processing units, such as regasification units.
- the towers do not have LNG processing equipment and can be connected to on shore or offshore LNG storage tanks, or other LNG processing facilities.
- the soft quay 10 can also be mounted on a tower 50, 50'which is supported on a conventional LNG transfer jetty, or can be mounted on shore on for instance a quay side.
Abstract
Description
- The invention relates to a side-by-side mooring system comprising a hydrocarbon storage and/or processing unit at a fixed offshore location and a vessel moored alongside the processing unit, the processing unit comprising a hull and in a front part and in la rear part of the unit a support structure along a side of the unit, projecting outboard from the hull, .at least one suspension member with one end attached to the support structure and with another end to a quay member suspended from the suspension member, the quay comprising a shock-absorber contacting the vessel.
- From
US patent no. 4,817,552 a mooring system is known in which a vessel is moored along a quay, pier or ship via weight-loaded fenders that are suspended from arms on the floating quay or vessel. The vessel is attached to the fenders via a cable extending substantially perpendicular to the tanker. The weight-loaded fenders provide a flexible mooring system which results in a sideways restoring force on the vessel upon mooring without forces on the fenders becoming prohibitively large. A disadvantage of the known system is that when used in an offshore environment, the mooring of the vessel to the floating quay or vessel will not be sufficiently rigid in a length direction to maintain proper alignment under prevailing sea states. Especially during transfer of cryogenic hydrocarbons, such as LNG, a sufficient mooring stability in the length direction of the vessel is required to allow uninterrupted and safe transfer of cryogenic fluids from the vessel to the storage and/or processing vessel. - In
GB 1 312 863 - It is an object of the present invention to provide a mooring system which allows flexible side-by side mooring.
- It is another object to provide a side by side mooring system which allows a vessel to be moored to a unit at a relatively large separation and which allows a relatively large restoring force being exerted when the vessel approaches the unit.
- It is again an object of the invention to provide a mooring system which allows fine tuning of the mooring system stiffness to environmental conditions, which is relatively simple and requires little maintenance.
- It is a further object of the invention to provide a mooring system which can form a working platform situated between the vessels.
- Hereto a mooring system according to the present invention is characterised by the quay member comprising a mooring line attachment point, a cable extending from a mooring point on the front part of the vessel and on the rear part of the vessel respectively to a corresponding mooring line attachment point on the quay member, the mooring points on the vessel and the corresponding mooring line attachment points being spaced apart in a length direction of the vessels by a distance of at least 5 m, preferably at least 10 m.
- By mooring the vessel directly to the quay member in mooring positions that are situated at a longitudinal distance from the mooring positions on the quay member, the vessel is firmly attached to the quay member by breast and/or spring mooring lines in a length direction, at a relatively large separation from the processing and/or storage vessel, while having a relatively large degree of sideways (transverse) flexibility. The quay member itself can swing from the suspensions means and determines the longitudinal and transverse flexibility. Preferably the suspension means are steel wire cables or chains. Alternatively, pivoting rods, pivoting rigid constructions or combinations are possible as well. The breast and/or spring mooring lines can be steel wire cable, polyester or nylon cables, depending on the length and mooring forces to be taken, as long as a relative stiff connection between the quay member and the vessel is established.
- In one embodiment of a side-by-side mooring system according to the present invention, the support structure is comprised of at least one member in the front and at least one member in the rear part of the unit, which can move independently, resulting in a reduced torque on the quay members.
- In an preferred configuration, the quay member can be formed by a single structure in the form of a space frame which can be provided with buoyancy, ballast tanks and/or with additional weights, providing a continuous support of the vessel along a major part of its length and providing a work space or access platform between the vessel and the unit. The quay member can be used as a support for rigid or flexible fluid transfer systems between the unit and the vessel.
- In another preferred embodiment the vessel is, in addition to the mooring lines that are connected to the quay, also directly attached to the storage and/or processing unit via multiple mooring lines, at the bow and the stern of the vessel. With these multiple mooring lines, which are preferably relatively flexible polyester or nylon lines, a transverse pre-tension in the direction of the storage and/or processing unit can be achieved. Depending on the mooring forces and sea-states to be handled these mooring lines can, be attached to a constant tension device, such as a winch or hydraulic tensioner system, on the unit.
- Some embodiments of a mooring system according to the present invention will, by way of example, be explained in detail with reference to the accompanying drawings. In the drawings:
-
Figs. 1 and 2 show a schematic side view of a mooring system of the present invention with the quay member in an active position and in a storage position, respectively, -
Figs. 3 and 4 show a schematic view of a mooring system wherein an alternative suspension member is shown which comprises a triangular frame, in a transverse side view and.a longitudinal side view, respectively, -
Fig. 5 shows a top view of the mooring system offigures 3 and 4 , -
Fig. 6 shows a top view of a mooring system comprising mooring lines directly connecting respective front and rear sections of the unit and a moored vessel, -
Fig. 7 shows a top view of a mooring system in which the quay member is comprised of two separate parts, -
Fig. 8 shows a top view of a mooring system in which the quay member extends substantially along the whole length of the vessel, -
Fig. 9 shows a front view of an embodiment comprising a seabed-supported tower carrying a mooring system, -
Fig. 10 shows a plan view of a mooring structure to which two vessels are moored on each side of seabed-supported towers, and -
Fig. 11 shows a plan view of a mooring structure in which front and rear breast lines are located substantially perpendicular to the longitudinal direction -
Figure 1 shows a storage and/orprocessing unit 1, which can be an single point or spread moored FPSO (floating production storage and offloading), a Gravity Based Structure (GBS) which rests on the seabed, an LNG FSRU (floating storage and regasification unit), etc. Theunit 1 shown inFigure 1 is moored to theseabed 2, for instance via aturret 3 andanchor lines 5. Theunit 1 can weathervane around the.turret 3 in response to wind and current directions. Alternatively, theunit 1 can be anchored to the seabed via a spread mooring in a fixed or in a semi-weathervaning manner, - Along a side of the
hull 6, asupport arm 7 projects outwardly from the hull, for instance by a distance of 25 m. Via asuspension member 9, which preferable is a chain or cable (but which also could be rods, a pivoting structure, combined cable-rod structures, et.), quay 10 in the form of a space frame is suspended from thesupport arm 7. A shock absorber, such as aninflatable fender 11 is attached to thequay 10 and is situated between thequay 10 and thevessel 13, which can be a LNG shuttle carrier or a tanker which is moored alongside theunit 1 at a distance of between 10 and 50 m. Thefender 11 comprises for instance a Yokohama floating fender of a length of 12 m and diameter of 4.5 m. Via a chain or cable 14 (which can be a continuation of cable 9), which may have a length of for instance 20 m, a tensioningweight 15 is suspended from thequay 10. Alternatively theweight 15 can be placed within the quay 10 orweight 15 or additional mass can be created with ballast tanks which are placed within thequay 10. Thevessel 13 is moored to the quay 10 viamooring cables 16, which are connected to amooring point 17 on thevessel 13, and to a mooringline attachment point 18 on thespace frame 10. Themooring cables 16 firmly attach thevessel 13 to thequay 10, such that thefender 11 is compresses. Thevessel 13 can drift with respect to theunit 1 in a sideways, transverse direction, for instance by 5 m around its equilibrium position, and in a length, or longitudinal direction, by thecable 9 being displaced out of its vertical plane. When thequay 10 is displaced by themoored vessel 13 in a transverse and/or longitudinal direction the tensioningweight 15 provides a restoring force which counteracts the drift of the quay 10 andmoored vessel 13. - The weighted quay 10 can, after the
vessel 13 is detached from thequay 10 and hauling in of themooring line 16, be stored in a rest position and for example be deballasted, pulled on board or alongside theunit 1 for storage or maintenance purposes, via rotation or thesupport structure 7, hauling in of thecables 9 and/or hauling in of thequay 10, for instance via awinch 19 and attaching the quay 10 to the deck of the vessel in aparking attachment point 20. When thevessel 13 approaches theunit 1, thequay 10 is already placed outboard theunit 1 to it can function as buffer during the mooring procedure and collisions of thevessel 13 and theunit 1 are prevented. - In the alternative embodiment shown in
figure 3 , thequay 10 is suspended from acable 9 and atriangular yoke 12 which together form a suspension member. Thelegs 8, 8' of theyoke 12 are coupled to thespace frame 10 via a hingingconnection cable 9 and the tension in thecable 9 created by the weight of thequay 10 andadditional weights 15, the stiffness being at a maximum value when this length is zero and theyoke 12 is directly attached to thesupport arm 7. The stiffness in a sideway, transverse direction will be determined by the support height H of theyoke 12 andcable 9 in combination and the tension in thecable 9 created by the weight of thequay 10 andadditional weights 15. In addition,multiple mooring lines 22 can be added which extend transversely to the length directions of theunit 1, andvessel 13 between amooring point 24 on thevessel 13 and amooring point 23 on theunit 1, which help to limit the relative yaw and sway of thevessel 13 with regard to theunit 1, Pretensioning of themooring lines 22 creates a continuous transverse outward restoring force acting on thevessel 1 via thequay 10, which will further help to limit and control the relative yaw and sway movements of thevessel 13. - To compensate for the weight of the mooring system consisting of the
support structure 7, thesuspension member 9, the quay 10 andweight 15, the hydrocarbon storage and/orprocessing unit 1 can be provided withballast tanks 23 at the opposite side of thequay 10. - In
figure 4 it is shown that theunit 1 is in afront part 26 and in arear part 25 provided withrespective support arms 7,7' andtriangular yokes 12, 12', carrying thespace frame 10, which is partly situated belowwater level 27.Multiple support arms 7, 7' are also possible in thefront part 26 andrear part 25, depending on the size and weight of quay 10. - In
figure 5 it can be seen that themooring points 17, 17' near the bow and the stern on thevessel 13 connected tobreast lines 16, 16', lie at a distance L1 of between 10 and 75 m from the mooringline attachment points 18, 18' on thespace frame 10. Themooring points 29, 29' on thevessel 13 of thespring lines 28, 28' lie at a distance L2 of between 10 and 100 m from the mooringline attachment points 18, 18'on thespace frame 10. Although it is possible tomore vessel 13 only withbreast lines 16,16' or only withspring lines 28, 28' toquay 10, it is preferred to employ both breast andspring lines 16,16', resp. 28, 28'. In this manner thevessel 13 is attached to thequay 10, the stiffness being determined by the length and the material of the breast lines 16,16' andspring lines 28, 28'.Multiple mooring lines 22, 22' extend transversely to the length directions of theunit 1, andvessel 13 between mooring points 24, 24' on thevessel 13 and correspondingmooring point 23, 23' on theunit 1, which help to limit the relative yaw and sway of thevessel 13 with regard to theunit 1. Pretensioning of themooring lines 22, 22' creates a continuous transverse outward restoring force acting on thevessel 1 via thequay 10, which will further help to limit and control the relative yaw and sway movements of thevessel 1. - A
fluid transfer system 31 extends between tanks on thevessel 13 to product piping on the storage and/orprocessing unit 1. Fluid transfer connections can be made with loadings arms or hoses which are bridging the distance betweenvessel 13 andunit 1 or which are (partly) supported by thequay 10. -
Figure 6 shows an embodiment in whichvessel 13 is a LNG shuttle tanker or carrier which is motored tounit 1 which is a FSRU viabreast lines 16, 16'attached toquay 10 and viatransverse mooring lines 22, 22' which extend from multiple attachment points 24, 24'on thevessel 13 to multiple attachment points 23, 23' on theunit 1. - In the embodiment of
figure 7 , twoquay members 10, 10' are provided, each connected to thevessel 13 viamooring lines Vessel 13 is also direct attached to theunit 1 viamultiple mooring lines 22, 22' at the bow and the stern of thevessel 13. Thearms 7, 7' provide spaced-apart support positions along eachquay 10, 10'. -
Figure 8 shows asingle quay 10 attached to thevessel 13 viabreast lines -
Figure 9 shows avessel 1 moored to aquay 10 suspended from atower 50. Thetower 50 may be supported on the sea bed, on a jetty or on shore. In the preferred embodiment that is shown, thetower 50 rests on the sea bed and comprises on eachside 51,51'a mooring quay 10, 10', afender 11,11' andhydrocarbon transfer arm 52,52'. - In the embodiment of
figure 10 , twotowers 50, 50' are provided, on each side of which avessel mooring structures vessels - In the embodiment of
figure 11 , the front and rear breast lines extend substantially perpendicular to the longitudinal directions, such that a stable mooring is achieved. - LIVG carriers can be moored the
soft quay 10 according to the invention, and LNG can be directly offloaded to or loaded from shore, via cryogenic pipelines. Eachtower 50, 50' can be provided with LNG processing units, such as regasification units. Alternatively, the towers do not have LNG processing equipment and can be connected to on shore or offshore LNG storage tanks, or other LNG processing facilities. - The
soft quay 10 can also be mounted on atower 50, 50'which is supported on a conventional LNG transfer jetty, or can be mounted on shore on for instance a quay side.
Claims (22)
- Mooring system comprising a hydrocarbon storage and/or processing (1) unit anchored to or resting on the sea bed (2) at an off shore location, and a vessel (13) moored alongside the storage and/or processing unit (1), the storage and/or processing unit (1) comprising a hull (6) and in a front part (26) and in a rear part (25) of the unit at least one support structure (7, 7') along a side of the unit, projecting outboard from the hull (6), a suspension member (9, 12) with one end attached to the support structure (7, 7') and with another end to a quay member (10, 10') suspended from the suspension member, the quay member comprising a shock-absorber (11, 11') contacting the vessel (13), characterised by the quay member (10, 10') comprising a mooring line attachment point (18, 18'), a cable (16, 16', 28, 28') extending from a mooring point (17, 17', 29, 29') on the front part (26') of the vessel (13) and on the rear part (25') of the vessel (13) respectively to a corresponding mooring line attachment point (18, 18') on the quay member (10, 10'), the mooring points (17, 17', 29, 29') on the vessel and the corresponding mooring line attachment points (18, 18') being spaced apart in a length direction of the vessel (13) by a distance (L1, L2) of at least 5 m, preferably at least 10 m.
- Mooring system according to claim 1, wherein in the front part (26) and rear part (25) of the storage and/or processing unit (1) a respective support structure (7, 7') and a quay member (10, 10') are provided.
- Mooring system according to claim 1 or 2, wherein in the front part (26) and in the rear part (25) of the storage and/or processing unit (1) at least one support structure (7, 7') is provided, a single quay member (10) being suspended from the support structures (7, 7') having a length at least substantially corresponding to a distance between the support structures (7, 7').
- Mooring system according to claim 1, 2 or 3, wherein the vessel (13) at the bow and the stem is attached to the storage and/or processing unit (1) via respective mooring lines (22, 22').
- Mooring system according to claim 4, wherein the mooring lines (22, 22') at the bow and at the stem of vessel (13) are pre-tensioned.
- Mooring system according to claim 5, wherein the mooring lines (22, 22') at the bow and at the stem are attached to a constant tension device.
- Mooring system according to any of the preceding claims, wherein the suspension, member comprises a triangular frame (12, 12') comprising two legs (8, 8') hingingly attached to the quay member (10, 10') and having a top attached to a cable (9) or chain which is attached to the support structure (7, 7').
- Mooring system according,to any of the preceding claims, wherein the quay member (10, 10') comprises a space frame, partially submerged below water level.
- Mooring system according to any of the preceding claims, wherein the storage and/or processing unit (1) comprises a lifting device (19) for raising and lowering of the quay member (10), and an attachment device (28) for attaching the quay member (10) in a raised position near or against the side of the unit (1).
- Mooring system according to any of the preceding claims, wherein the quay member (10, 10') has a height above water level of between 5 and 25 m, preferably between 10 and 20m, a width between 2 and 10m, preferably between 3 and 8 m, and a length between 5 and 50 m, preferably between 10 and 30 m.
- Mooring system according to any of the preceding claims, wherein the quay member (10, 10') is provided with at least one additional weight (15).
- Mooring system according to any of the preceding claims, wherein the quay member (10, 10') is provided with ballast tanks.
- Mooring system according to any of the preceding claims, wherein the hydrocarbon storage and/or processing unit (1) is provided with at least one ballast tank (23) at the opposite side of quay member (10, 10') for compensation of the weight of the support structure (7, 7'); quay member (10, 10') and/or weight (15).
- Mooring system according to any of the preceding claims, wherein the hydrocarbon storage and/or processing unit (1) is moored to a single point mooring system.
- Mooring system according to claim 14, wherein the hydrocarbon storage and/or processing unit (1) is moored to the seabed via turret (3) and anchorlines (5).
- Mooring system according to any of the preceding claims, the vessel (13) at the bow and the stem being directly attached to the unit (1) via multiple mooring lines (22, 22').
- Mooring system according to claim 1 or 16, wherein in the front part (26) and rear part (25) of the storage and/or processing unit (1) a respective support structure (7, 7') and a quay member (10, 10') are provided.
- Mooring system according to any of the preceding claims, wherein the quay member (10) supports a fluid transfer system for transfer of hydrocarbons between the vessel (13) and unit (1).
- Method of designing a mooring system by providing in a computer device a representation of relative size of components of the mooring system, the materials thereof and forces acting thereon, the mooring system comprising a hydrocarbon storage and/or processing unit (1) anchored to or resting on the sea bed (2) at an offshore location, and a vessel (13) moored alongside the storage and/or processing unit (1), the storage and/or processing unit (1) comprising a hull (6) and in a front part (26') and in a rear part (25') of the vessel at least one support structure (7, 7') along a side of the vessel, projecting outboard from the hull (6), a suspension member (9, 12) with one end attached to the support structure (7, 7') and with another end to a quay member (10, 10') suspended from the suspension member, the quay member comprising a shock-absorber (11, 11') contacting the vessel (13), characterised by the quay (10, 10') comprising a mooring line attachment point 18, 18'), a cable (16, 16', 28, 28') extending from a mooring point (17, 17', 29, 29') on the front part (26) of the tanker and on the rear part (25') of the vessel (13) respectively to a corresponding mooring line attachment point (18, 18') on the quay member (10, 10'), the mooring points (17, 17', 29, 29') on the vessel (13) and the corresponding mooring line attachment points (18, 18') being spaced apart in a length direction of the vessel (13) by a distance (L1, L2) of at least 5 m, preferably at least 10 m.
- Method according to claim 19, comprising a mooring system according to any of claims 1 to 18.
- Mooring system according to any of claims 1 to 18, comprising a tower (50, 50') the vessel (13) being moored alongside the tower, the tower (50, 50') comprising the support structure (57, 57').
- Mooring system according to any of claims 1 to 18, wherein the vessel comprises rear and front mooring lines (22, 22') which extend substantially perpendicular from the vessel to the quay member.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05851056A EP1812653B1 (en) | 2004-11-11 | 2005-11-10 | Soft quay mooring system |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04078102 | 2004-11-11 | ||
EP05104218 | 2005-05-18 | ||
EP05851056A EP1812653B1 (en) | 2004-11-11 | 2005-11-10 | Soft quay mooring system |
PCT/NL2005/050035 WO2006065130A1 (en) | 2004-11-11 | 2005-11-10 | Soft quay mooring system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1812653A1 EP1812653A1 (en) | 2007-08-01 |
EP1812653B1 true EP1812653B1 (en) | 2009-05-27 |
Family
ID=35873233
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05851056A Not-in-force EP1812653B1 (en) | 2004-11-11 | 2005-11-10 | Soft quay mooring system |
Country Status (12)
Country | Link |
---|---|
US (1) | US7484470B2 (en) |
EP (1) | EP1812653B1 (en) |
JP (1) | JP2008519731A (en) |
AT (1) | ATE432389T1 (en) |
AU (1) | AU2005317295B2 (en) |
BR (1) | BRPI0517741A (en) |
CA (1) | CA2585377A1 (en) |
DE (1) | DE602005014664D1 (en) |
MX (1) | MX2007005704A (en) |
MY (1) | MY142213A (en) |
RU (1) | RU2387754C2 (en) |
WO (1) | WO2006065130A1 (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010502517A (en) | 2006-09-11 | 2010-01-28 | エクソンモービル アップストリーム リサーチ カンパニー | Open ocean berth receiving base |
CN105544439B (en) * | 2015-12-14 | 2018-03-09 | 宁波大学 | A kind of packaged type ship-intercepting method for long bridge |
NO344968B1 (en) * | 2017-12-08 | 2020-08-03 | Can Systems As | A mooring system |
SG11202111062RA (en) | 2019-04-05 | 2021-11-29 | Sofec Inc | Disconnectable tower yoke mooring system and methods for using same |
EP3947136A4 (en) | 2019-04-05 | 2023-01-04 | SOFEC, Inc. | Disconnectable tower yoke mooring system and methods for using same |
RU2714994C1 (en) * | 2019-05-06 | 2020-02-21 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Государственный морской университет имени адмирала Ф.Ф. Ушакова" | Method of controlling a ship when performing mooring operation to a shipboard of a partner ship |
EP4017795A1 (en) * | 2019-08-19 | 2022-06-29 | SOFEC, Inc. | Mooring systems and processes for using same |
EP4054927A1 (en) | 2019-11-08 | 2022-09-14 | SOFEC, Inc. | Mooring support structures, systems for mooring vessels, and processes for using same |
WO2021092385A1 (en) | 2019-11-08 | 2021-05-14 | Sofec, Inc. | Surge damping system and processes for using same |
CN111125881B (en) * | 2019-11-21 | 2023-04-21 | 天津海运职业学院 | Mooring operation simulation method in ship berthing-off process |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB1312863A (en) | 1971-06-07 | 1973-04-11 | North American Rockwell | Buffer system for ships |
US4480576A (en) * | 1983-02-22 | 1984-11-06 | Mills Robert J | Boat mooring apparatus |
NL184312C (en) * | 1983-06-07 | 1989-06-16 | Single Buoy Moorings | MOORING DEVICE WITH FENDERS GUIDED ON VERTICAL CABLES. |
EP0253925A1 (en) | 1986-07-23 | 1988-01-27 | Bluewater Terminal Systems N.V. | Mooring system |
FR2755091B1 (en) | 1996-10-30 | 1998-12-04 | Doris Engineering | DEVICE FOR CONNECTING TWO MARINE STRUCTURES |
US7299760B2 (en) * | 2004-03-05 | 2007-11-27 | Sofec, Inc. | Floating LNG import terminal and method for docking |
-
2005
- 2005-11-10 EP EP05851056A patent/EP1812653B1/en not_active Not-in-force
- 2005-11-10 RU RU2007121667/03A patent/RU2387754C2/en not_active IP Right Cessation
- 2005-11-10 CA CA002585377A patent/CA2585377A1/en not_active Abandoned
- 2005-11-10 WO PCT/NL2005/050035 patent/WO2006065130A1/en active Application Filing
- 2005-11-10 MY MYPI20055286A patent/MY142213A/en unknown
- 2005-11-10 AT AT05851056T patent/ATE432389T1/en not_active IP Right Cessation
- 2005-11-10 JP JP2007541119A patent/JP2008519731A/en not_active Withdrawn
- 2005-11-10 US US11/667,352 patent/US7484470B2/en not_active Expired - Fee Related
- 2005-11-10 MX MX2007005704A patent/MX2007005704A/en active IP Right Grant
- 2005-11-10 AU AU2005317295A patent/AU2005317295B2/en not_active Ceased
- 2005-11-10 DE DE602005014664T patent/DE602005014664D1/en not_active Expired - Fee Related
- 2005-11-10 BR BRPI0517741-3A patent/BRPI0517741A/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
CA2585377A1 (en) | 2006-06-22 |
JP2008519731A (en) | 2008-06-12 |
MX2007005704A (en) | 2007-10-04 |
MY142213A (en) | 2010-11-15 |
RU2387754C2 (en) | 2010-04-27 |
AU2005317295A1 (en) | 2006-06-22 |
US7484470B2 (en) | 2009-02-03 |
BRPI0517741A (en) | 2008-10-21 |
DE602005014664D1 (en) | 2009-07-09 |
WO2006065130A1 (en) | 2006-06-22 |
EP1812653A1 (en) | 2007-08-01 |
ATE432389T1 (en) | 2009-06-15 |
AU2005317295B2 (en) | 2011-08-18 |
US20080006196A1 (en) | 2008-01-10 |
RU2007121667A (en) | 2008-12-20 |
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